Numerical prediction analysis of propeller bearing force for full-scale hull–propeller–rudder system

Wang, Chao; Sun, Shuai; Li, Liang; Ye, Liyu

doi:10.1016/j.ijnaoe.2016.06.003

Cited by 26 publications

(6 citation statements)

References 5 publications

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“…Usually, double-model approach is the first choice considering the computational cost, this is conducted by replacing the free surface with a slip wall [24]. A more realistic method is the VOF method, Wang et al [25] analyzed the interaction of hull-propeller-rudder system considering free surface by RANS method and VOF model at model and full scale.…”

Section: Introductionmentioning

confidence: 99%

Numerical Analysis of Full-Scale Ship Self-Propulsion Performance with Direct Comparison to Statistical Sea Trail Results

Sun

et al. 2020

JMSE

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Accurate prediction of the self-propulsion performance is one of the most important factors for the energy-efficient design of a ship. In general, the hydrodynamic performance of a full-scale ship could be achieved by model-scale simulation or towing tank tests with extrapolations. With the development of CFD methods and computing power, directly predict ship performance with full-scale CFD is an important approach. In this article, a numerical study on the full-scale self-propulsion performance with propeller operating behind ship at model- and full-scale is presented. The study includes numerical simulations using the RANS method with a double-model and VOF (Volume-of-Fluid) model respectively and scale effect analysis based on overall performance, local flow fields and detailed vortex identification. The verification study on grid convergence is also performed for full-scale simulation with global and local mesh refinements. A series of sea trail tests were performed to collect reliable data for the validation of CFD predictions. The analysis of scale effect on hull-propeller interaction shows that the difference of hull boundary layer and flow separation is the main source of scale effect on ship wake. The results of the fluctuations of propeller thrust and torque along with circulation distribution and local flow field show that the propeller’s loading is significantly higher for model-scale ship. It is suggested that the difference of vortex evolution and interaction is more pronounced and has larger effects on the ship’s powering performance at model-scale than full-scale according to the simulation results. From the study on self-propulsion prediction, it could be concluded that the simplification on free surface treatment does not only affect the wave-making resistance for bare hull but also the propeller performance and propeller induced ship resistance which can be produced up to 5% uncertainty to the power prediction. Roughness is another important factor in full-scale simulation because it has up to an approximately 7% effect on the delivery power. As a result of the validation study, the numerical simulations of full-scale ship self-propulsion shows good agreement with the sea trail data especially for cases that have considered both roughness and free surface effects. This result will largely enhance our confidence to apply full-scale simulation in the prediction of ship’s self-propulsion performance in the future ship designs.

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Section: Introductionmentioning

confidence: 99%

Numerical Analysis of Full-Scale Ship Self-Propulsion Performance with Direct Comparison to Statistical Sea Trail Results

Sun

et al. 2020

JMSE

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“…SIMPLEC algorithm is chose to solve the coupled equations of pressure and velocity [11]. For the method of spatial discretization, pressure is standard, and momentum is second-order upwind.…”

Section: Establishment Of Computational Domain and Setting Of Computamentioning

confidence: 99%

Numerical analysis of propeller exciting force in oblique flow

Wang

Sun

et al. 2017

J Mar Sci Technol

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Liquid densityInstantaneous value of velocity in j directionRelative pressureRelative inflow velocityOblique flow velocity Propeller rotation angular velocity Oblique flow angle Circumferential position of blade = Θ − arctanPropeller thrust coefficient Abstract CFD commercial software FLUENT, based on solving RANS equations, was used to calculate propeller hydrodynamic performance and exciting force. Sliding grid technique was applied to simulate the propeller rotation. Different advance coefficients and oblique inflow angles were set as different working conditions through adjusting inflow magnitude and direction. DTMB4679 propeller as the research object, hydrodynamic performance of this propeller in oblique flow was first calculated, and agreed well with test results. It verifies the accuracy of calculation method. The time-domain data of propeller exciting force under different working conditions was monitored, and then spectrum curve was obtained through fast Fourier transform. The results show that propeller load in oblique flow will aggravate, and transverse velocity component of oblique flow will cause great transverse force generated by propeller. Moreover, the smaller advance coefficient causes the greater peak of propeller fluctuating pressure. Additionally, oblique flow angle has a greater influence on unsteady bearing force than fluctuating pressure.

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“…Since then, the analysis methods have evolved to consider other aspects, such as the free surface and variation in the ship's attitude for accurate performance estimation. In addition, full-scale numerical simulation [1][2][3] of a ship, which is difficult to perform with the latest experimental methods, numerical simulation considering the hull roughness [4,5], and various other studies are underway.…”

Section: Introductionmentioning

confidence: 99%

Comparative Study of Air Resistance with and without a Superstructure on a Container Ship Using Numerical Simulation

Seok

Park

2020

JMSE

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This study investigated the resistance performance of ships, using the air resistance correction method. In general, air resistance is calculated using an empirical formula rather than a direct calculation, as the effect of air resistance on the total resistance of ships is relatively smaller than that of water. However, for ships with large superstructures, such as container ships, LNG (liquefied natural gas) carriers, and car-ferries, the wind-induced effects might influence the air resistance acting on the superstructure, as well as cause attitude (trim and sinkage) changes of the ship. Therefore, this study performed numerical simulations to compare the total resistance, trim, and sinkage of an 8000 TEU-class container, ship with and without superstructures. The numerical simulation conditions were verified by comparing them with the study results of the KCS (KRISO Container Ship) hull form. In addition, the differences in the above values between the two cases were compared using the coefficients calculated by the empirical formula to identify the effects on the air resistance coefficient.

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Numerical prediction analysis of propeller bearing force for full-scale hull–propeller–rudder system

Cited by 26 publications

References 5 publications

Numerical Analysis of Full-Scale Ship Self-Propulsion Performance with Direct Comparison to Statistical Sea Trail Results

Numerical Analysis of Full-Scale Ship Self-Propulsion Performance with Direct Comparison to Statistical Sea Trail Results

Numerical analysis of propeller exciting force in oblique flow

Comparative Study of Air Resistance with and without a Superstructure on a Container Ship Using Numerical Simulation

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